Electric-railway system



(No Model.) 7 9 Sheets-Sheet 1.

L. GUTMANN.

ELECTRIC RAILWAY SYSTEM.

No. 423,552. Patented Mar. 18, 1890.

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L. GUTMANN.

ELECTRIC RAILWAY SYSTEM.

9 Sheets-Sheet 2.

(No Model.)

No. 423,552: Patented Mar. 18 1890.

N: PETERS. PhMo-Ulhoguphon,Wnhinglnm D. C.

' (No Model.) 9 Sheets-Sheet 3.

GUTMAN EL 0 RAILWAY EM.

No. 423,552. Patnted Mar. 18, 1890.

(No Model.) Q 9 Sheets--Shget 4. L. GUTMANN.

ELECTRIC RAILWAY SYSTENL No. 423,552. Patented Mar. 18,, 1890.

(N0 Mode 1.)

- 9 Sheets-Sheet 5. L. GUTMANN. ELECTRIC RAILWAY SYSTEM.

' PatentedMar. 18, 1890.-

N. PETERS, mwum her. Walhingfinru n a (No Model.)

9 sheets-sheet 6.

I L. GUTMA'NNY ELEOTRIO RAILWAY SYSTEM.

- Patented Mar. 18, 1890.

km ams zyuczmw/ (No Model.) 9 Sheets-Sheet 7.

L. GUTMANN. ELECTRIC ,RAILWAY SYSTEM.

No. 423,552. Patented Mar. 18,1890.

' (No Model.) 9 Sheets-Shet a.

L. GUTMANN. ELEOTRIO RAILWAY SYSTEM.

No. 423,552. Patented Mar 18, 1890.

(No Model.) 7 9 sheets sheet 9.

L. GUTMANN. ELECTRIC RAILWAY SYSTEM.

No. 423,552. Patented Mar. 18,1890;

UNITED STATES PATE T OFFIcE;

LUDWIG GUTMANN, OF FORT WAYNE, INDIANA.

ELECTRlC-RAI LWAY SYSTEM.

. SPECIFICATION forming part of Letters Patent No. 423,552, dated March 18, 1890.

' Application filed February 18, 1889. Serial No. 300,235. (No model.)

To all whom it may concern:

Be it known that I, LUDWIG GUTMANN, a subjectof the Emperor of Germany, and a resident of Fort WVayne, in the county of Allen and State of Indiana, have invented certain new and useful Improvements in Electric- Railway Systems, (Case 25,) of which the following is a specification.

This railway system has for its purpose to distribute safely and economically electric energy over large distances, and is such a system in which hightension currents are used in combination with converters. The organization embraces one or more generators producing alternating, pulsating, or intermittent currents of constant potential, each having their independent feeder-circuits provided with switches or other means for connecting two or more feeders to one genera-- tor, converters permanently connected with their primary coils to said feeder-circuits in multiple arc, and the secondary coils of the saidconverters left normally open and only closed by moving translating devices, such as electric motors on cars, said motor automatically connecting the secondary coil of the nearest converter to the work-line and disconnecting the converter which last sup-V plied it with current. 'By this system I do not use more converters than necessary and each only for aib'r'ief ftime, thereby increasing the life of such apparatus, reducing the strain on the insulation,and (as not all converters are doing work'but only a portion) it will be evident that the power supplied will be very nearly proportional to that consumed; further, the amount of leakage is minimized, and, lastly, I may use a much smaller conductor for the work-circuitv than otherwise would be required, because the motor is always supplied by the nearest converter and because there is practically but very little loss in conveying the electric energya short distance This construction is equally applicable to a system having either both the conductors overhead or one overhead and the other underground, or both undenqround.

ferred means of conducting the current to the motor. of apparatus in 3. Figs. 4, 5, 6, 7, and 7. are detailed views ofFig. 3. Figs. 8 and 9 are modifications of Fig. 3. Figs. 10, 11, and 11? are detailed views of Figs. 8 and 9.

-Fig, 12 shows a current-collector adapted for an undergound system. Figs. 13 and 14 are diagrams of circuits to illustrate electrical distribution applicable to apparatus shown in Figs. 3 to 12, inclusive. Figs. 15 and 16 are front and side views of a portion of Fig. 2 on an enlarged scale. 1

Referring to Figs. 1 and 2, A are alternating, pulsating, or intermittent current-generators; B, the main feeders connected thereto; O,'1ocal converters connected in multiple arc to the feeders; D D, secondary or work circuits of the converters; E E, main feederswitches; F, posts or conductor-supports for all feeders; G G, open-circuit secondary terminals; I-I, double-pole switch I, pivot-joint;

K, lever-cam; L, contact-terminals of local battery-circuit; I, insulator joining switches H; M; car with motor; N, tripping device on car; 0, local battery for energizing electromagnet T; P, primary'c'oils of converters; R, rheostat for field-magnets of generators a;

Fig. 3 shows abnormal position S, secondary coils of converters; T, eleotromagnet; U, armature of said electro-magnet and attached to switches H; V, cross-arm on the said posts for feeder-circuits, (primary;) W, work-circuit cross-arms; X, trolley or current collector on secondary conductors; Y, exciter for generators A.

Referring to Figs. 8, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, and 14, a is a vertically-movable rail used as a conductor; b, insulation on each side of said rail;. 0 and d, side plates of the conduit; 6, base-plate of the conduit; f, workcircuit closer; f, projecting lever attached to said circuit-closer; g, guide projections for movable rail a; g, projections for fixing and supporting the sides 0 and d in base-plate e; 9', holes in base-plate c for the reception of projections g ',';h, terminal-blocks of coinductor i; 1, main conductor; 10, main -conductor supporting-groove; Z, insulation for for movable rail; w, supporting-springsfor;

movable-rail; as, contact-wheel of a-currentcollector, and y scraper of conducting rail and protector-brush ,2.

qlilF s- A ep se t wo tern' it eliii -i Lting,or intermittent'current dynamoseachE 1 w h'afy ing an ind'ependent .main or feeder circuit e5 6 worethanf Zone er abs. ne t d i ame sii rr Con e 10 a e isi ftr biilted' all over the circuit and connected .to :ciicuitB in multiple arc, The primary coils? are shown constantly clcsed, 'While the sec-f 'cnd-a yt i s r how r tma y pe, 1 1 in ffii ,th'e.,1 0 d y, oi S con ct d 1501 the ork-circuit D'Qwhile the other end is" nected to circuit D, which isf's hovvn'inter-r' f lmed at terminals G. The 'SeCOIIdal'y W1I6 isprovided atterminals' G with contact-blocks I operated bythep'assing car, as's'hown inTi'g,

2, soias to connect th'em't'o terminals GC The them.

ingpis closed.

generator A is excited bydyna'mo Y, the

strength ,of which can be regul'atedby 'rh'eo-.

stat R, The'currents developed by genera tors Acirculate through't-he line one "side of "lithe primary coils of converters O, the other 's'ide of line B, and backto dynamo. feeder-circuits B are shown simported' on The cross-arms V of poles F. The ends of the :fsecondary coils are connected to'D and D,; but'both'wires of 'eachcoilare interrupted atG. The terminals G maybe closed by switch-es ILoperated by lever K andpivotjoint'I.

net T and the other to L, a contact-terminal of the batterylying in the path of the car MI v The free end of thecoil of magnet Tisconnectedto asecond point L of said battery.

Bo'th contact-points L can be conn'ectedmomentarily by projection N coming between "The action is as follows: The secondary circuits'of converter-s1 and 3 areshown op'en, yvhile that of 2, on which the car is travel- On passing converter '1 the projectionN forces down the lever K, Which "onturning to the right moves circuit-"closers H of converter 1 by aid of universal'joint' l,

thereby closing the secondary circuit. Itthen travelsnbeyond'converter 2, the middle lever K having been moved by projection N, as

circuit-closer of converter 1.

of converter '1.

circuit-closers aniline-u n 't'ed hereto preserveclea ess, but'jsh f is ?e i sitojf e i w w andcircuit closers f rest on "ins'ul'atio :wood, porcelain, or j any other suitable insfu- V i r- J 1 mt e s;fan js sw" e bined assist eachfpther'in maihtainingfthe tcrial.

provided'tvith grooves for carrying oif' plate e, "lwhijch maybe of cast-iron, "Wo

' of the conduit is 's'upp'lied iwith isueh baseplates 6 of -1 compararf-iiv'ely short length, each plate beingbolted to the foundationiby bolts v v n, Theplate endslliaveajmiter,softhatolie Q is .a batterylorother generator, adapted toenergize electro-inagnet T. 'lhe'armatu're 'U ofmagnet-T is firmly connected toswitch- I A view'of the plateswhile Fig.7 is a'vieivfrom lever H, one battery-pole being joined to mags ho wn, lhep ivot-jointl' is moved' aljso, and operates the switch lithei'ebyclosing the secondary circuit of converter 2. A moment later projectionN comes in contact-with L, a terminal of alocal circuit in connection with p L By connecting the two points L the local circuit is closed and the electro-magnet T is energized and attracts .its armature U, thereby taking or moving circuit-closers H from contact-block's G, and thereby opening the secondary circuit As the-car advances it will close the circuiigcloser of converter 3, and

f'after'iva rd'open'circuitcloser of converter 2 by making connection at terminals L. p In the third converter'the electro-magnetand 4 Ha fiy rs kq jr iiidependeiit rail p i'ew the rail "rests part1 Fig, 4. The springs w are heli'cal springs loosely, surrounding "the projections-jg.

4 shows the'rail a 'andcir'cuit-c which'maycon's'i'st r breas fe mental rail ct vertically t arq, "The cond uitpis formed Iiy'rail afside pieces c nd '01, and ba e et ewllo er s n i fa'feu c ncrete, cement, wood,

0 fern]Siafiectangular or similar cl annel il ff h r i t that? a dr p; into th other'sui'table material, The Whole IIO purebveilapsyrt other, as sheath in *Fig. 7 and Fig, "7 th'e'latte'r representinga fside the top.- Base-plateseare 'provid'e'diwith jholes"g" ,.Fig. 6,'to receive the flu'gs Jorproi] ectlons of thean'gular side .pieces c and d.

mtmeemertt base-plate e'isfmountedfthe 12c "above-mentioned insulator Z, circuit-closers],

springs 'w, and movable rail a. "The 'left- "hahdiside of the conduit is o cupiedty the The one end of asecondary conductorspasses throughthe foundation and plate 0 to'spe c'ial I blocks s,'F ig. 5. This figure shows the angular piece 0 in a position at right angles from that of Fig. .3. The secondarywire pene-.

inthe groove k.

trates the plate .0, and is connected to s, which j are contact blocks or terminals mounted on the insulation fl and distributed between every alternate pair of blocks h, which arethe terminals of the main conductor 1', which rests.

In Figs. 3 and 5 the projections g are more clearly shown. The angular side piece d is similar to c and is fixed on or is resting on the plate 2 in the same manner as c. The side plate dis not required for opening or closing of any circuit, and it is therefore not provided with a conductor or contact-blocks.

To prevent too great expansion of the ends of spring f,-the side (Z is provided with an insulating-block Z.

In the normal condition of the system the 7 primary coils are closed, as shown in Figs. 1

and 2, but the secondary coils are open; the latter being closed by circuit-closers operated by the moving train. These circuit-closers aref.

' sition indicated in Fig. 3 forcing the ends of f apart, which rest on one side on contact-blocks. h s, completing the circuit from conductor 8 to conductor a. On the other side, against block Z, no circuit is closed. The secondary circuit being closed, causes the current to flow from conductor S, contact-blocks s and h, circuit-closers f, rail (0, to motor exciting-coils, and from motor in the reverse order to the other pole of the converter-coil. The rail a is insulated fromc and d by insulation 1), attached to either side of a. As soon as the pressure ceases a will be forced up by springs w, and the secondary circuit will be open again. The slot between 0 and d is filled and protected by rail a,-which in Fig. 3 has a T- shaped cross-section and prevents the falling of dirt into the conduit. By this construction (everything being movable) any obstacle can easily be removed and the whole system can quickly be inspected simply by lifting out the rails a and, if necessary, the angular piece cl.

Figs. 8, 9, 10, and 11 represent a modification of Fig. 3.

In Fig. 8 everything is the same as in Fig. 3, with exception of the modified form of rail 0. and circuit closer f. The cross sectional shape of a is that of an arrow. It is forced upward by spring w and'closes the aperture between 0 and d, slightly projecting over the surface. 7

Fig. 10 is a view of rail to at right angles to that of Fig. 8. a is provided with the same projections and tension-springs as in Fig. 4. The rail having to operate the levels f of thecircuit-closers f is provided with holes for the location and passage of lever f, Figs. 8, 9, 10, and 11.

In Fig. 8 blocks h are placed ina more p rotected position, and circuit-closer f is supported by standards If.

. In Figs. 8, 9, and 11 the projectionu on standardt serves as a guide for the rail or; so

does block 1:, Figs. 8, 9, and 10, which inaddiplates 0 and d, Fig. '9, so that when both conductors are placed side by side and both rails should bepressed down simultaneously by a I car or a horse placing the rails level with the surface the circuit is not completed, and consequently no shocks experienced. 1

Fig. 9 shows the circuit completed when the contact-wheel a: or brush .2 or any other suitable apparatus designed for the purpose depresses the rail ct below the surface. The electrical connections of Fig. 8 are the same as in Fig. 5. It willbe noticed that'in the normal condition of the system the secondary circuit is open and the conduit is closed by rail a, while when occupiedby a car or train 5 the wheel a: depresses the rail a for a-short time and closes the secondary circuit,- which 7 is opened again as soon as the car has passed the said rail. The rail to has been provided at the highest part witha dulLknife-edgeto 10c prevent anything from resting on it, and to oppose any formation of ice or' the likeon the contact-surface.

Fig. 11 shows a view from the toponthe. circuit-closer f, lever f, and the support 25, on IO 5 which they are movably mounted, also the relative position of the movable rail or. to the lever f. Y

Fig. 11 shows a perspective view of circuit-closer f and lever f on an enlarged scale. no

- Fig. 12 represents the contact-maker, consisting of wheel ax, which is for the purpose of acting with pressure on rail a.

y is a fork or scraper to protect brush 2,

and to procure a good cleanv surface on conr15 tact-rail a for the brush a placed behind it.

I claim as my invention 1. In an electric-railway system, the combi= nation of one or more generating stations for generating alternating, pulsating, or intermittent currents, each having independent main-line feeders extending therefrom, and to within close proximity of one another, and connected at the points of approach by switches for interchanging the generators of 12 5 one station with those of another, and converters connected to said feeders and distributed throughout the circuits of the feeders, the secondary coils of said converters being con structed to produce a uniform pressure I 0 throughout the secondary'or work circuit.

2. In an electric railway system, the combination of an alternating, pulsating, or intermittent current generator, feeder-circuits con- *n'e'cted thereto and to each other, electric converters whose primary coils are connected in multiple arc to said feeder-circuits,terminals' to the secondary coils of said converters, elec tric cars provided with motors, a pair of terminals for each motor, one set of circuit-010s; ers in a normally-open circuit with one terminal of each motor and one terminal. of each secondary coil, and asecond set of circuit-f 1o closers in a normally-open circuit with the remaining terminal of each motor and one terminal of each converter and rigid connections, 5 such as rods connecting in pairs the said cir-;

cuit-closers.

3. In an electric-railway system, the combi-i nationof generators of alternating, pulsating;

or intermittent currents,-eacl1 having independent main feeders, means for connecting; the feeders to the sal ne generator, electricI 2o converters connected with their primary coils; to sai'd feeders, and having their secondaryf coils connected to a common pair of conduct-i ors and having their, secondary coils nor-5 mally open, and electric cars in circuit withi the saidpair of conductors.

4. In an electric-railwaysystem,the co mbi-g nation of generators of alternating, pulsating,f

ordntermitte'nt currents, feeder-circuits con-:

nected to each generator, means such as go 'switches 'E'and =E' connecting the feeders of t electric cars inelectric contact with the said supply-conductors.

5. In an electric-railway system, the combination of generators of alternating, pulsating, or intermittent currents, independent feedercircuits for said generators, circuitclosers connecting the said feeder-circuits tonne; another, electric converters having their primary conductors incircuit with. the feedercircuits and their secondary conductors pro-. vided with automatic circuit-closers normally open, supply-conductors D and D in circuit with said circuit-closers, cars provided with electric motors in traveling contact with the said supply-conductors, and operating-levers to said circuit-closers and in the path of said cars. a

6. In an electric-railway system, the combination of an alternating, pulsating, or intermittent current generator in circuit with-the primary circuit of an electric generator, and secondary coils of the converter connected to electric contactconductors common to all said secondary coils, and electric cars provided with electric circuit-closers which are in circuit with the said electric contact-conductors and with said secondary coils, the circuit which has the circuit-closers being normally open.

In testimony that I claim the foregoing as my invention I have signed my name, in presence of-two witnesses, this 4th day of February, 1889.

LUD WIG GUTMANN.

Witnesses:

WILLIAM 0. RYAN, H. G. DIERSTER. 

